Improvement in locomotive smoke-stacks



2SheetS-fiheet 1. I W. M. & A. O. WETHERILL & O. REID. LocomotiveSmoke-Stacks,

No. 212,291. Patented Feb. 11,1879.

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2 Sheets-Sheet 2. O. WETHE-RILL & 0. REID. Locomotive Smoke-Stacks.

Patented Feb. $1879.

N.PETERS. PHOTWLITHOGRAFHgR, WASHINGTON, D, c.

UNITED STATES PATENT OFFICE.

WILLIAM M. WETHEBILL, ALEXANDER O. WETHERILL, AND OSCAR REID, OF ST.LOUIS, MISSOURI.

IMPROVEMENT IN LOCOMOTIVE SMOKE-STACKS.

Specification forming part of Letters Patent No. 212,291, dated February11, 1879; application filed September 20, 1878.

To all whom it may concern v v Be it known that we, WILLIAM M. WETH-ERILL, ALEX. O. WETHERILL, and OSCAR REID, all of the city of St. Louis,in the State of Missouri, have invented a new and useful Improvement inLocomotive Smoke-Stacks, of which the following is a full, clear, andexact description, reference being bad to the accompanyin g drawings,forming part of this speciiication.

Our improvement relates to a smoke-stack having a cinder-box and twovents for the smoke, one of which is shut of by the pressure of thesteam-jet when the locomotive is running.

Our improvement consists in the general construction of the stack, asshown, and in r the adjustable dampers by which the course of the smokeand capacity of the smoke-chamber are regulated.

In the drawings, Figure 1 is a side elevation. Fig. 2 is a longitudinalsection.

A is a portion of the top of the smoke-box of a locomotive. B is thelower portion of the smoke-stack in communication with the smoke-box.The flue B leads into the smokechamber 0. At the rear of thesmoke-chamher (J is the cinder-box D for the collection of cinders. Thecinders may be discharged through the orifices E, closed ordinarily bycaps F. G is a damper or adjustable partition between the smoke-chamberG and the cinderbox D. This damper has capacity for oscillation on thehinge g at its lower end, and its position is regulated by a spring, H,thrusting it forward, and a rod, I, around which the spring is coiled,and which extends through the rear side of the cinder-box to the cab ofthe locomotive, where it has upon it a wheelnut, J, having bearingagainst the front wall K of the cab, so that the position of the dampermay be regulated by turning the screwwheel J. L is the front exit of thesmokestack, and M is the rear exit. N is a wiregauze placed across theflue to check the escape of cinders from the exit L. The exit M is alsoprovided with gauze O for a similar purpose. The exit L is continuallyopen, permitting the escape of smoke; but when the locomotive is runningat ordinary speed the exit M is closed by a valve or damper, P, by thepressure of the exhaust-steam pipe Q. The pressure acts upon the valve Pdirectly, and also acts upon the deflector R, hinged at r, and whose endis beneath the valve or damper P. The position of the deflector 1t whenthe locomotive is not running is regulated by a screw-rod, S, whichpasses up through the cap T, and carries a nut, s. The rod S issurrounded between the cap and the deflector by a spiral spring, 8,tending to hold it in its lower position, but yielding to the pressureof the steam-jet when the locomotive is running, so that then thedeflector R is raised and the damper P closed, and at such time the exitof smoke is altogether through L. When the engine is not running, the deflector R and damper P open by their own weight and by the effect ofspring s upon the deflector R, and the smoke finds exit through M inaddition to L, so that the draft of the fire continues good While theengine is at rest, owing to the increased vent. The ca pacity of thesmoke-chamber U is regulated by the position of the adjustable partitionG, which fits the sides and bottom of the chamber, .but does not reachthe deflector R at its upper end, so that the smoke passes freely overthe top of the partition into the cinderchamber 1), where the cinderssettle, and are discharged from time to time through the oriflces E.

An important advantage secured by our device is that the smoke has meansof escape from both chimneys when the engine is standing, so that thefire continues to burn with sufflcient energy at that time; but when theengine is running and the steam-jet is in operation the rear jet ispartially or fully closed, so as to give the cinders opportunity tosubside into the rear chamber. The dampers or valves P R automaticallyaccomplish the above result, and they are made adjustable by the springS and nut s on the screw-rod S.

The purpose and advantages of the adjustable partition Gr have alreadybeen indicated. Owing to the varieties of fuel used and the varyingforce of the steam-jet it is considered desirable to have means for theadjustment of the capacity of the smoke-chamber O. This means issupplied by the partition G. Thus the size of the smoke-chamber is madeto suit the amount of the products of combustion escaping from the fire,in addition to which the partition forms a deflector by which the actionof the jet upon the valve 1? may be regulated, so that the valve P iskept wholly closed when the engine is running, or is only closed by eachjet and allowed to open slightly between the jets.

We are aware that spark-arresters have been constructed where thesmoke-stack is, at the top, in communication with a reservoir parallelthereto, said reservoir being adapted to receive the sparks and preventtheir egress by means of deflecting-plates; such we do not claim; but

What we do claim, and desire to secure by Letters Patent, is 1. Asmoke-stack for locomotives having a smoke-chamber, O, and acinder-chamber, D, formed by the internal partition Gr, oscillating onhinge g, and adjusted in position through the spring H and rod I,substantially as set forth.

2. The combination, in a locomotive smokestack, with the adjustablepartition Gr, hinged at its lower end to oscillate in ahorizontallyangular direction, of the spring H and adjusting-rod I,substantially as set forth.

3. The combination, in a locomotive smokestack, of the two exits L andM, hinged deflector R, and damper P, closing exit M by the pressure ofsteam from the steam-exhaust pipe, as set forth.

4. The combination, in a stack having two exits, with the damper P, ofthe adjustable deflector R, closing exit M bythe pressure of steam fromthe steam-exhaust pipe, substantially as set forth.

5. The combination, in a locomotive smokestack, of the two exits L andM, chambers O and D, adjustable partition G, adjustable spring-deflectorR, and dam per P, substantially as set forth.

Witness our hands at St. Louis, Missouri, this 16th day of September,1878.

WILLIAM M. WETHERILL. ALEX. o. WETHERILL. OSCAR REID.

Witnesses:

SAML. KNIGHT, GEO. H. KNIGHT.

